Axle connector adapter assembly

Background

Field of the Invention

The present invention relates to a vehicle wheel axle connector adapter, particularly including the ability to adapt the axle to a frame dropout with an open slot. The adapter may provide a threaded portion to receive the axle and/or to receive a portion of the axle. More specifically, the adapter is rotationally keyed to the dropout to limit rotation of the adapter relative to the dropout to aid in the installation of the adapter to the dropout and/or the assembly of the axle to the adapter.

Discussion of Prior Art

Heretofore, in the case where the axle is threadably connected to the dropout of a bicycle frame, the external threads of the axle are threadably connected to an internally threaded hole formed directly into the dropout. Since such a closed threaded hole circumferentially surrounds the axle, it is considered a “closed dropout”. In some cases, a closed dropout utilizes an internally threaded insert that is positioned within a “closed” hole of the dropout, which is also referred to as a “closed dropout”. This is in contrast to the open slot commonly associated with bicycle dropouts, which is commonly referred to as an “open dropout”, since the slot has an opening. Most open dropouts are designed to be used in conjunction with a quick-release skewer as a means to attach the axle to the bicycle frame.

With the advent of mountain bikes and disc brakes, and with the desire to have a more robust and stiff wheel attachment system, the through-axle has been utilized as a heavier-duty wheel attachment system to replace the quick-release skewer system. This through-axle commonly threads directly into the closed dropout of a frame or fork of the bicycle. There are also alternative wheel attachment designs, similar to that described in FIGS. 4 a - f of U.S. Pat. No. 6,089,675 that utilize a closed dropout for threadable connection with the axle.

The problem is that most bicycles on the road today utilize an open dropout with an open slot. Thus, it is desirable to adapt the existing open dropout design to a closed dropout configuration that permits the threadable connection with an axle. One such adapter was utilized in the 1960's, when the short-lived Cinelli Bivalent hub system utilized an adapter that created an internally threaded hole in a conventional open slotted dropout. However, this Cinelli Bivalent adapter was difficult to use because the adapter was not rotationally locked or keyed to the dropout. As such, this adapter would have a tendency to twist and rotate as it was being assembled to the dropout by means of the clamp nut. Additionally, as the axle was threadably assembled and disassembled to the adapter, this twisting action would have a tendency to threadably loosen the threaded connection between the adapter and the clamp nut, thereby loosening the connection between the dropout and the adapter. This creates a grave safety concern, as a loose adapter may permit the wheel to become separated from the bicycle frame. Still further, since this adapter is not rotationally keyed to the dropout, the mechanic must exercise proper judgment and care to insure that the adapter is properly circumferentially aligned with the dropout. If the mechanic makes an error, then the geometry of the adapter may bot be properly aligned to receive the axle and the hub. All of these limitations and shortcomings, among others, of the Cinelli Bivalent adapter makes this system unsuitable for utilization with modern bicycles, particularly when disc brakes or other hub-mounted braking systems are utilized. SUMMARY OF THE INVENTION Objects and Advantages

In accordance with the present invention, it has now been found that the forgoing objects and advantages may be readily obtained.

It is an object of the invention to provide an axle connector adapter to facilitate assembly of the adapter to the dropout. It is a further object of the invention to facilitate assembly of the axle to the adapter. It is a yet further object of the invention to maintain the optimal circumferential alignment of the adapter relative to the dropout.

The present invention includes a mechanical keyed engagement between the adapter and the dropout to limit rotation therebetween about the axial axis. In a preferred arrangement, this keyed engagement serves to circumferentially lock the adapter to the dropout.

In a preferred configuration, the adapter may be joined to the dropout by means of a clamp nut that threads onto the adapter to axially clamp and sandwich the dropout, as described herein. As the clamp nut is threadably assembled to the adapter, the threadable tightening of the clamp nut may tend to circumferentially twist the adapter in an uncontrolled manner. The keyed engagement of the present invention serves to reduce or eliminate this twist and thus facilitates the assembly of the adapter to the dropout.

Further, when the axle is threadably mated to the adapter, this threadable tightening may serve to apply a torque to the adapter about the axial axis. In the absence of the keyed engagement, threadable tightening/loosening of the axle relative to the adapter may tend to circumferentially twist the adapter in an uncontrolled manner. If a clamp nut is utilized, this may also serve to loosen the threadable engagement between the clamp nut and the adapter. However, the keyed engagement of the present invention serves to reduce or eliminate this twist and thus facilitates the assembly of the axle to the adapter and also insures that the clamp nut will not be inadvertently loosened. Thus, beyond facilitating the smooth and controlled threadable connection between the axle and the adapter, this keyed engagement also provides a safety feature that insures that the adapter (and the axle to which it is connected to) remains firmly connected to the dropout.

Still further, when the adapter is assembled to the dropout, the circumferential alignment therebetween may be important. For example, when the adapter includes an alignment surface, it is important that this alignment surface be circumferentially positioned relative to the dropout in order to achieve proper functionality of this alignment surface. The keyed engagement of the present invention insures that the adapter will have the proper and accurate circumferential positional alignment with the dropout when these two components are assembled together. This alignment will also be maintained as these two components are tightened and/or secured to each other. In the absence of this keyed engagement, it is up to the assembler to judge the proper circumferential alignment, which opens the possibility for alignment error and inaccuracy.

Further objects and advantages of my invention will become apparent from considering the drawings and ensuing description.

Brief description of the drawings

The present invention will be more readily understandable from a consideration of the accompanying drawings, wherein:

FIG. 1 is a perspective view schematically illustrating the general configuration of a prior art vehicle wheel as applied to a bicycle wheel;

FIG. 2 a is an exploded perspective view of a first embodiment of the present invention, showing the dropouts of the bicycle frame and a hub assembly, including a control shaft assembly;

FIG. 2 b is an axial cross-sectional view taken along 51 - 51 of the hub assembly of the embodiment of FIG. 2 a , with the control shaft axially retained with the sleeve and positioned in the axially retracted position;

FIGS. 2 c - f are perspective views of the embodiment of FIG. 2 a , showing the progressive sequential assembly steps involved in assembling the hub assembly to the dropouts;

FIG. 2 c shows the adapter and nut assembled to one dropout and the hub assembly axially aligned in preparation for assembly with the dropouts, and with the control shaft in the retracted position;

FIG. 2 d shows the hub assembly positioned between the dropouts, with each axlecap radially nested within its respective adapter and slot, and with the control shaft still in the retracted position;

FIG. 2 e shows the hub assembly positioned between the dropouts, with the control shaft axially extended and threadably engaged with the adapter in the engaged position to secure the hub assembly to the dropouts;

FIG. 2 f shows the hub assembly as positioned in FIG. 2 e , with the handle pivotally folded;

FIGS. 2 g - i are axial cross-sectional views taken along 51 - 51 of the embodiment of FIG. 2 a , showing the progressive sequential steps involved in assembling the hub assembly to the dropouts;

FIG. 2 g shows the hub assembly positioned between the dropouts, with the control shaft axially retained in the retracted position, corresponding to the assembly sequence described in FIG. 2 d;

FIG. 2 h shows the hub assembly positioned between the dropouts, with the control shaft in the pre-engaged position such that it is axially released and advanced toward the extended orientation, corresponding to an intermediate assembly sequence between FIGS. 2 d and 2 e;

FIG. 2 i shows the hub assembly positioned between the dropouts, with the control shaft in an engaged position such that it is axially extended and threadably engaged with the dropout adapter, and with the handle pivotally folded, corresponding to the assembly sequence described in FIG. 2 f;

FIG. 2 j is a perspective view of an alternate (left) dropout corresponding to the view of FIG. 2 a , where the adapter and nut are eliminated in favor of an alternate dropout configuration that includes geometry otherwise associated with the adapter, including the alignment surface and internally threaded hole;

FIG. 2 k is a perspective view of the right dropout of the embodiment of FIG. 2 a , detailing the open keyhole dropout slot;

FIG. 2L is a partial cross section view of the embodiment of FIG. 2 g , taken along 145 - 145 , detailing the interaction between the control shaft and the right dropout, and corresponding to the transition between the assembly sequence of FIG. 2 c and the assembly sequence of 2 d , with the shank portion of the control shaft passing within the necked entrance region of the keyhole slot.

FIG. 2 m is a partial cross section view of the embodiment of FIG. 2 h , taken along 146 - 146 , corresponding to the assembly sequence of FIG. 2 e , FIG. 2 f , FIG. 2 h , and FIG. 2 i , with the control shaft axially advanced toward the engagement position such that the stepped portion is positioned within the pilot region of the keyhole slot.

FIG. 2 n is a partial cross sectional detail view of the embodiment of FIG. 2 a , corresponding to the retracted position of FIGS. 2 d and 2 g , showing the counterbore of the adapter and the control shaft in greater detail, including description of the multiple-lead thread.

FIG. 2 o is a cross sectional detail view corresponding to FIG. 2 n , describing an alternate design where the counterbore is eliminated in favor of a pilot tip of the control shaft to provide piloting and pre-engagement of the control shaft with the threaded hole of the left dropout.

FIGS. 2 p - r are perspective views of the embodiment of FIG. 2 a , showing the progressive sequential assembly steps involved in assembling the adapter to the left dropout, including an alternate dropout that includes adapter retaining projections;

FIG. 2 p is an exploded view, showing the adapter and clamp nut in position for assembly to the dropout;

FIG. 2 q is an exploded view, showing the adapter positioned within the open slot of the dropout;

FIG. 2 r shows the clamp nut threadably assembled to the adapter and tightened to axially clamp and grip the dropout.

FIG. 3 a is a partial axial cross section exploded view of a second embodiment of the present invention, with a nut assembly serving as a head portion that includes internal threads to mate with external threads of a central shaft, including a grip washer and a rotatable clamping flange and including an axially resilient elastomer washer axially positioned therebetween and where the central shaft is secured and rotatably keyed to the dropout;

FIG. 3 b is a partial axial cross section view of the embodiment of FIG. 3 a , showing the hub assembly axle portion piloted on the central shaft and axially clamped to the dropout by the nut assembly.

Detailed description of the invention

FIG. 1 describes the basic configuration of an exemplary prior art vehicle wheel, in particular, a bicycle wheel 1 , as well as a description of the direction conventions used throughout this disclosure. The hub assembly 14 includes a rotatable hub shell 12 and a stationary axle 9 , with bearings (not shown) to facilitate rotation of the hub shell 12 about the axial axis 28 . The hub shell 12 includes a hub body 13 with at least two axially spaced hub flanges 16 a and 16 b , each of which include a means for connecting with the spokes (not shown). The axle 9 includes end faces 11 a and 11 b to interface with the dropouts (not shown). The axial axis 28 is the axial centerline of rotation of the bicycle wheel 1 . The hub flanges 22 a and 22 b may be contiguous with the hub shell 12 or may be separately formed and assembled to the hub body 13 portion of the hub shell 12 . The spokes 2 are affixed to the hub flanges 22 a or 22 b at their first end 4 and extend to attach the rim 8 at their second end 6 . The tire 10 is fitted to the outer periphery of the rim 8 . The wheel of FIG. 1 is generic and may be of tension-spoke or compression-spoke design.

The axial direction 92 is a direction parallel with the axial axis 28 . The radial direction 93 is a direction generally perpendicular to the axial direction 92 and extending generally from the axial axis 28 radially outwardly toward the rim 8 . The tangential direction 94 is a direction perpendicular to both the radial direction 93 and axial direction 92 , defining a generally tangent vector at a given radius. The circumferential direction 95 is a cylindrical vector that wraps around the axial axis 28 at a given radius. A radial plane 96 is a plane perpendicular to the axial axis 28 that extends in a generally radial direction at a given axial intercept. An axial plane 91 is a plane that is generally parallel to the axial axis.

In the ensuing descriptions, the term “axial” refers to a direction parallel to the centerline of the axial axis and the term “radial” refers to a direction perpendicular to the axial axis. An axially inboard (or inward) orientation is an orientation that is axially proximal to the axial midpoint between the two end faces 11 a and 11 b . Conversely, an axially outboard (or outward) orientation is an orientation that is axially distal to the axial midpoint between the two end faces 11 a and 11 b . A radially inboard (or inward) orientation is an orientation that is radially proximal to the axial axis 28 and a radially outboard (or outward) orientation is an orientation that is radially distal to the axial axis 28 . An axially inboard (or inward) facing surface is a surface that faces toward the axial midpoint between the two end faces 11 a and 11 b . Conversely, an axially outboard (or outward) facing surface is a surface that faces away from the axial midpoint between the two end faces 11 a and 11 b.

While it is most common for the hub shell 12 to rotate about a fixed axle 9 , there are some cases where it is desirable to permit the axle 9 to be fixed with the wheel 1 such as the case where the wheel 1 is driven by the axle 9 .

For general definition purposes herein, an “integral” joinder or assembly is one that is integrated and may not be easily disassembled at the service temperature without damaging at least one of the components that are joined, or is difficult to disassemble, or is otherwise not meant to be disassembled. This integral joinder involves a joining interface directly between two components. This joining interface is often a welded or adhered interface or some other interface where the two joining surfaces are solidly joined to each other to create a unified structure. Preferably this joining interface is a surface interface, rather than a point or edge interface. The integral joinder is in contrast to a fastened joinder, where such a fastened joinder relies solely on a mechanically interlocked engagement to secure or connect the two components to each other. The term “integral” refers to two portions that are unitary, and/or integrally joined. Further, when two portions are considered “monolithic” with each other, they may be considered to be integrally and monolithically combined as a singular element.

FIGS. 2 a - n describe an embodiment of the present invention with a threaded engagement between a control shaft of a hub assembly 30 and the dropout of the frame. This threaded engagement includes a multiple-lead thread engagement. In this embodiment, the frame includes an open-slotted dropout axially opposed to this threaded engagement, for quick and easy wheel removal. FIG. 2 a is an exploded view, showing the individual components of this embodiment.

Referring to FIGS. 2 a - n and 2 p - r , dropouts 32 a and 351 (left dropout) and 32 b (right dropout) may be considered mounting portions of the bicycle (not shown) and constitute the portion of the frame (not shown) to which the hub assembly 30 is mounted or connected. Left dropout 32 a is of a generally conventional design and includes an open slot 36 a of slot width 37 a between sidewalls 111 , a slot axis 144 a extending radially along the open slot 36 a , an axially inboard face 38 a , and axially outboard face 40 a . Right dropout 32 b , as also shown in FIG. 2 k , includes an open keyhole slot 36 b that is radially stepped to include a narrower necked entrance region 126 of radial width 37 b and a wider enlarged circular pilot region 127 of radial width 128 . This radial step occurs within the axial region between inboard face 38 b and outboard face 40 b . Dropout 32 b also includes an axially inboard face 38 b , an axially outboard face 40 b , and a slot axis 144 b that extends generally radially along open keyhole slot 36 b . Inboard face 38 b also includes an axially inwardly projecting alignment face 129 to provide radial positioning location of the alignment surface 43 b of axlecap 44 . Open keyhole slot 36 b has a radially extending open entrance to receive the control shaft assembly 60 . Slot axis 144 a and 144 b are shown here to extend in a direction generally perpendicular to the axial axis 28 .

Inboard faces 38 a and 38 b are axially opposed and face each other, while outboard faces 40 a and 40 b are axially opposed and face away from each other. Width 37 a between sidewalls 111 of open slot 36 a is sized to receive flats 105 a and 105 b (obscured) of adapter 100 . Width 37 b of the necked entrance region 126 of open slot 36 b is sized to receive the shank portion 88 of the control shaft 61 and width 128 (shown in FIG. 2 k ) of the pilot region 127 is sized to receive stepped portion 65 . The dropouts 32 a and 32 b shown here are more typical of the front dropouts of a bicycle frame, but the rear dropouts may be similar in design and it is understood that this design is representative of a wide range of dropout designs, either conventional or unconventional.

The hub assembly 30 includes an axle assembly 24 (and also including axlecap 42 ), bearing assemblies 33 a and 33 b , and hub shell 20 . In this case, the axle assembly 24 is generally stationary and fixed to the frame of the bicycle, while the hub shell 20 is rotatable about axial axis 28 and about the axle assembly 24 by means of bearing assemblies 33 a and 33 b . Bearing assemblies 33 a and 33 b are shown here as conventional “cartridge” type bearing assemblies, including rolling elements, an inner race and an outer race. The hub shell 20 includes two hub flanges 22 a and 22 b that are adapted to connect with the first ends of spokes (not shown) in the conventional manner. Hub shell 20 includes a second end portion 25 axially disposed to be proximal to handle 66 of the control shaft assembly 60 and to outer face 46 b , and a first end portion 26 axially disposed to be distal the handle 66 relative to the second end portion 25 and to be axially proximal outer face 46 a . The axle assembly 24 includes axlecap 42 , axlecap 44 , sleeve 58 , and control shaft assembly 60 . The control shaft assembly 60 includes the control shaft 61 with spring 97 , snaprings 64 b and 64 c , handle 66 , and pivot pin 67 . The handle 66 includes radially projecting lever portions 45 a and 45 b to afford additional tightening torque and leverage when the handle 66 is manipulated by the operator. The handle 66 also includes a pivot tab 69 with a hole 101 therethrough. The sleeve 58 includes an axial opening 78 therethrough with a shoulder 41 , and with internal threads 79 . Sleeve 58 also includes end face 77 , shoulder 80 , collar 82 , and hole 83 that is sized to accept and preferably to pilot the control shaft 61 .

Concentric and coaxial within the sleeve 58 is the control shaft 61 , which is both (axially) slidable and rotatable within the sleeve 58 about the axial axis 28 . Control shaft 61 includes a shank portion 88 and an enlarged head portion 89 , with a grip face 73 serving as a transition surface between shank portion 88 and head portion 89 . The shank portion 88 extends axially inwardly from the grip face 73 and includes a cylindrical stepped portion 65 of larger diameter 131 and a shank portion 88 that is concentric with stepped portion 65 and is of smaller diameter 135 such that there is a step or transition surface 75 therebetween. The shank portion 88 may be considered as a radially relieved surface relative to the stepped portion 65 and the stepped portion 65 may be considered as a radially enlarged surface relative to the shank portion 88 . The shank portion 88 includes end face 199 , and external threads 62 at its engagement end adjacent end portion 99 . End face 199 and transition surface 75 , which correspond to first and second leading engagement edges of the control shaft 61 respectively, are axially separated by engagement distance 198 . The head portion 89 , including grip face 73 , extends axially outwardly from the grip face 73 and includes a slot 90 to accept the pivot tab 69 of the handle 66 , and a cross hole 71 sized to accept the pivot pin 67 . Control shaft 61 extends through axlecaps 42 and 44 and sleeve 58 and includes end portion 99 with external threads 62 at its engagement end. Control shaft 61 further includes snaprings 64 b and 64 c , each nested and engaged in corresponding circumferential snapring grooves, at specific axial locations along its length. Snapring 64 b provides an axial end stop for compression spring 97 , which is positioned between snapring 64 b and end face 70 , and which serves to axially bias the control shaft assembly 60 in direction 121 relative to the sleeve 58 . Snapring 64 c serves to provide an axial travel limit stop for the control shaft assembly 60 relative to the axlecap 44 and to retain the control shaft assembly 60 to the rest of the hub assembly 30 .

Axlecap 44 includes outer face 46 b , shoulder 55 , counterbore 48 , collar portion 56 , cylindrical alignment surface 43 b , end face 70 , and an axially extending hole 54 therethrough. Axlecap 44 also includes flats 81 for rotational manipulation with a wrench (not shown). Collar portion 56 includes a threaded portion with external threads 57 to mate with internal threads 68 of the sleeve 58 and a smooth cylindrical portion 63 to pilot the inside diameter of bearing 33 b . The diameter 49 of counterbore 48 is sized to receive stepped portion 65 .

Axlecap 42 includes end face 46 a , face 47 , cylindrical alignment surface 43 a , and an axially extending hole 50 sized to accept collar 82 . Outer faces 46 a and 46 b are generally axially opposed and face away from each other and preferably have a fixed axial distance 39 . Holes 50 and 54 constitute the exposed openings of a continuous axial hole that extends through the sleeve 58 to accept the control shaft 61 .

Adapter 100 is also detailed in FIG. 2 n and includes externally threaded collar 102 , flats 105 a and 105 b , axial hole 104 , shoulder 108 , end face 103 , and a concave alignment surface 106 . Collar 102 includes external threads 143 for threadable assembly with clamp nut 110 . Hole 104 includes a counterbore 109 portion that extends axially from end face 103 through a portion of hole 104 by depth 113 ( FIG. 2 g ) and that is of a diameter sized to accept the major diameter of external threads 62 of the control shaft 61 . Hole 104 also includes an internally threaded portion with internal threads 107 extending axially from the base of the counterbore 109 axially outwardly through the remainder of the collar 102 . Internal threads 107 are sized to threadably mate with external threads 62 of the control shaft 61 . Flats 105 a and 105 b create a noncircular profile and are sized to engage and key with the sidewalls 111 of slot 36 a , resulting in a circumferential blocking engagement therebetween to prevent the adapter 100 from rotating about the axial axis 28 . Flats 105 a and 105 b also serve to prevent the adapter 100 from rotating relative to the clamp nut 110 during assembly with dropout 32 a and also to maintain the desired orientation (about the axial axis 28 ) of the adapter 100 . The engagement between flats 105 a and 105 b and slot 36 a also serve to maintain the proper alignment of the adapter 100 about the axial axis 28 . Flats 105 a and 105 b may be considered as engagement surfaces of the adapter 100 that are rotatably keyed to sidewalls 111 , which may be considered as mating engagement surfaces of the dropout 32 a . Clamp nut 110 includes internally threaded hole 112 , end face 114 , and flats 116 . Adapter assembly 34 includes adapter 100 and clamp nut 110 .

The adapter 100 is first pre-assembled to dropout 32 b such that collar 102 and flats 105 a and 105 b are nested within slot 36 a to extend therein, with shoulder 108 axially abutting inboard face 38 a . Flats 105 a and 105 b are aligned and keyed with sidewalls 111 of the slot 36 a . Clamp nut 110 is then threaded onto adapter 100 with internal threads 143 of hole 112 threadably mated to external threads of collar 102 , such that end face 114 is axially abutting outboard face 40 a . The clamp nut 110 is then further threadably tightened against the adapter 100 , by means of a wrench (not shown) engaged to flats 116 to sandwich, clamp, and grip the dropout 32 a , with end face 114 bearing and gripping against outboard face 40 a and shoulder 108 bearing and gripping against inboard face 38 a . The keyed engagement between flats 105 a and 105 b and sidewalls 111 prevents the adapter 100 from rotating while the clamp nut 110 is tightened and also maintains the desired alignment of the adapter 100 relative to the dropout 32 a , insuring that other features, such as the alignment surface 106 , is in proper alignment to receive the hub assembly 30 . This rotatably fixed engagement also insures that the adapter 100 will not spin about the axial axis 28 when the external threads 62 are threadably mated with internal threads 107 . With the adapter 100 assembled to dropout 32 a , internal threads 107 now extend to axially overlap the open slot 36 a . End face 103 is axially spaced from inboard face 38 b by frame spacing distance 35 that corresponds to the axial hub spacing distance 39 between outer faces 46 a and 46 b . For the purposes of definition herein, a rotatably keyed engagement is a circumferentially blocking engagement that limits the relative circumferential movement or displacement between two parts. In the embodiments described herein it is preferable that the rotatably keyed engagement be a close engagement that does not allow for a significant amount of circumferential rocking or free-play between the two parts (i.e. dropout part and adapter part).

As shown in FIG. 2 b , which details the hub assembly 30 and corresponds to the retracted position of the control shaft assembly 60 , shoulder 80 axially abuts the inner race of bearing assembly 33 a and end face 77 axially abuts the inner race of bearing assembly 33 b . Outer races of bearing assemblies 33 a and 33 b are radially and axially fixed in the hub shell 20 in the conventional manner as shown. Thus, sleeve 58 is axially fixed relative to the hub shell 20 , with the hub shell 20 rotatable about the sleeve 58 via bearings 33 a and 33 b about the axial axis 28 . Axlecap 44 is threadably assembled to the sleeve 58 as shown, with external threads 57 mated to internal threads 79 and with shoulder 55 axially abutting the inner race of bearing assembly 33 b . End face 77 and shoulder 55 serve to axially sandwich and locate the inner race of bearing assembly 33 b . Collar portion 56 extends through the inner race of bearing assembly 33 b . Similarly, collar 82 extends through the inner race of bearing 33 a and within hole 50 to also pilot the axle cap 42 . Shoulder 80 and face 47 serve to axially sandwich and locate the inner bearing race of bearing assembly 33 a . The opening 78 of sleeve 58 is stepped from a larger diameter adjacent the end face 77 for clearance with spring 97 to the smaller diameter of hole 83 adjacent the collar 82 for radial piloting of the control shaft 61 . Sleeve 58 also includes notches 86 at the engagement end for rotational manipulation with a mating wrench (not shown) about the axial axis 28 . The assembled axle assembly 24 preferably provides a fixed axial distance between outer faces 46 a and 46 b as is conventional.

Snapring 64 c provides an axial displacement limit stop relative to the axle assembly 24 . In the case where the control shaft assembly 60 is withdrawn too far in direction 118 , the snapring 64 c will abut end face 70 and limit its travel. As such, snapring 64 c also serves to insure that the control shaft 61 is positively retained with the axle assembly 24 , serving as a convenience to prevent the control shaft assembly 60 from becoming separated from the hub assembly 30 . The control shaft 61 also includes head portion 89 with grip face 73 , slot 90 , and cross hole 71 . The pivot tab 69 of the handle 66 is assembled to the head portion 89 by first inserting pivot tab 69 into slot 90 and then inserting pivot pin 67 through cross hole 71 such that the handle 66 is engaged to the head portion 89 in a clevis hinge arrangement. The handle 66 may now be pivoted about the pivot axis 72 relative to the control shaft 61 .

For explanation purposes and referring to FIGS. 2 a - b , it is understood that an orientation described as “clamp end” or “handle end” refers to an axial location proximal to the handle 66 and distal the end portion 99 . Conversely, an orientation described as “toward the engagement end” or “engagement end” refers to an axial location proximal to the end portion 99 and distal the handle 66 . The handle end may also be termed the “control end”.

FIG. 2 b shows the assembled hub assembly 30 , with the handle 66 assembled to the control shaft 61 by means of pin 67 . The handle 66 is shown to be pivoted to its open or unfolded position to facilitate its manual manipulation. Control shaft 61 is extending through hole 54 and with spring 97 constrained between end face 70 and snapring 64 b . Axlecap 44 is threadably assembled to the sleeve 58 as described above. This threadable assembly may be tightened with the aid of wrenches (not shown) engaged with flats 81 and with notches 86 to axially sandwich the inner race of bearing assembly 33 b . A portion of collar 82 protrudes through bearing 33 a to axially overlap and radially pilot the hole 50 of axlecap 42 , with o-ring 87 providing a frictionally gripped retaining means therebetween in the conventional manner.

The compression spring 97 surrounds the control shaft 61 , with its ends constrained and abutting the snapring 64 b of the control shaft 61 and the end face 70 of the axlecap 44 . With the control shaft assembly 60 in the retracted position, as shown in FIGS. 2 b - c , the compression spring 97 is axially compressed and pre-loaded to provide a bias force to axially shuttle the control shaft assembly 60 in direction 121 towards its extended position as shown in FIGS. 2 e and 2 i . The term “axial shuttle” refers to an axial displacement that may or may not include rotation about the axial axis 28 .

The control shaft 61 is shown in FIGS. 2 b - c to be in the axially retracted position relative to the sleeve 58 and axle assembly 24 . The control shaft assembly 60 has been axially withdrawn toward the handle end in direction 118 (the “retracted direction”) until snapring 64 c contacts the end face 70 . This retracted position causes the spring 97 to be compressed to axially bias the control shaft assembly 60 in direction 121 . In this retracted position, the axial gap 98 between outer face 46 b and grip face 73 is considered “open” and there is axial clearance 147 (shown in FIG. 2 g ) between outboard face 40 b and transition surface 75 adjacent the handle end. Additionally, in this retracted position, the end face 199 of the control shaft 61 may be flush or slightly axially inwardly recessed by recess distance 148 relative to the outer face 46 a as shown. It is preferred that axial clearance 147 is equal or close to the recess distance 148 so that the end portion 99 is axially disengaged from the counterbore 109 by the same or similar amount as the transition surface 75 is disengaged from the pilot region 127 .

FIG. 2 c shows adapter 100 and clamp nut 110 as firmly assembled to grip the left dropout 32 a as described hereinabove. Once firmly secured to the dropout 32 a , the adapter 100 may be considered as an extension of the dropout 32 a . The hub assembly 30 is shown positioned prior to its assembly with the dropout 32 b and adapter 100 . The handle 66 is in its unfolded and open position. The operator has pulled the handle 66 in direction 118 to insure that the control shaft assembly 60 is in the retracted position, with gap 98 open and expanded and with the end portion 99 (i.e. engagement end) end of the control shaft assembly 60 recessed from outer face 46 a . The transition surface 75 is preferably axially aligned to be axially coincident or axially outboard of the outer face 40 b such that the shank portion 88 is axially aligned with open slot 36 b . Outer face 46 a is also generally axially aligned with end face 103 and outer face 46 b is generally axially aligned with inboard face 38 b . The handle 66 serves to provide geometry for the operator to easily manipulate and control the control shaft assembly 60 as described herein. As a convenience and to prevent the operator from retracting the control shaft assembly 60 too far in direction 118 , snapring 64 c is provided to bear against the end face 70 of the axlecap 44 as a positive axial travel limit stop. It is noted that, as shown in FIGS. 2 a - n , the control shaft assembly 60 is axially retained and engaged to the hub assembly 30 such that the control shaft assembly 60 may not be inadvertently removed from the hub assembly 30 .

Next, as shown in FIGS. 2 d and 2 g , the hub assembly 30 is moved in the generally radial direction 120 relative to the dropouts 32 a and 32 b such that alignment surface 43 a is radially abutting and nested with alignment surface 106 and alignment surface 43 b is radially abutting and nested with alignment surface 129 to provide radial alignment between the hub assembly 30 and dropouts 32 a and 32 b . These nested engagements serve to provide a radial depth stop of the hub assembly 30 relative to the dropouts 32 a and 32 b in the conventional manner. Outer face 46 a is also adjoining end face 103 while outer face 46 b is also adjoining inboard face 38 b to provide axial alignment between the hub assembly 30 and dropouts 32 a and 32 b . The external threads 62 are now radially aligned with counterbore 109 and the stepped portion 65 is now radially aligned with pilot region 127 .

The radially position engagement between alignment surfaces 43 a and 43 b and respective alignment surfaces 106 and 129 is provided as a convenience to center and radially pre-align the control shaft 61 with hole 104 and pilot portion 127 respectively. This pre-alignment may serve to permit the smooth and unrestricted axial shuttling and circumferential rotation of the control shaft 61 during the assembly and disassembly of the hub assembly 30 with the dropouts 32 a and 32 b as described herein. Alternatively, other geometries and/or arrangements may be utilized to provide this radial pre-alignment. In the absence of such a pre-alignment engagement, the control shaft may bear directly against the dropouts 32 a and 32 b , which may result in binding and friction therebetween, which could impede the smooth and unrestricted axial shuttling and circumferential rotation of the control shaft 61 .

The handle 66 serves to provide geometry for the operator to easily manipulate and control the control shaft assembly 60 as described herein. As a convenience and to prevent the operator from retracting the control shaft assembly 60 too far in direction 118 , snapring 64 c is provided to bear against the end face 70 of the axlecap 44 as a positive axial travel limit stop. It is noted that, as shown in FIGS. 2 a - n , the control shaft assembly 60 is axially retained and engaged to the hub assembly 30 such that the control shaft assembly 60 may not be inadvertently removed from the hub assembly 30 .

Next, as shown in FIG. 2 h , the operator has manually released the handle 66 , allowing the spring 97 to linearly displace and shuttle the control shaft assembly 60 in direction 121 (the “extending direction”) to advance the control shaft assembly 60 into the “pre-engaged position” such that the end portion 99 and end face 199 is now protruding axially outwardly from outer face 46 a to axially overlap counterbore 109 by overlap distance 117 . Counterbore 109 circumscribes end portion 99 , such that end portion 99 is radially retained and engaged with the left dropout 32 a . Simultaneously, in this pre-engaged position, the transition surface 75 and a portion of the stepped portion 65 is now axially overlapping the pilot region 127 by overlap distance 125 . Collar portion 65 is now radially retained and engaged with the dropout 32 b . It may be considered that counterbore 109 and pilot region 127 both include retaining surfaces that serve to radially retain the hub assembly 30 to the dropouts 32 a and 32 b . It may also be considered that end portion 99 and collar portion 65 may both be considered as having retaining surfaces that serve to radially engage with their respective mating engagement surfaces. End portion 99 and stepped portion 65 may be considered as the leading edges of engagement surfaces of the control shaft 61 that are axially spaced corresponding to distance 198 . As the control shaft 61 is axially shuttled, both of these engagement surfaces are simultaneously shuttled.

As the control shaft assembly 60 is axially shuttled as described, it may be preferable that this axial overlap 117 of end portion 99 be generally equal to the axial overlap 125 of the transition surface 75 so that both of these radial engagements are initiated generally simultaneously during this assembly sequence described herein. This also insures that these two radial engagements will release generally simultaneously during disassembly of the hub assembly 30 from the dropouts 32 a and 32 b Similarly, it may be preferable that spacing distance 197 is equal to or nearly equal to engagement distance 198 such that, as control shaft 60 is axially shuttled in direction 121 , the radial overlie engagements between end portion 99 and counterbore 109 and between collar portion 65 and pilot region 127 are initiated simultaneously or nearly simultaneously.

The description continues in the full USPTO document.